Route-changing device especially for a supported-type monorail system

ABSTRACT

The route-changing system includes curved running surface members connected to devices capable of rotating each 180* about the protrusion of the longitudinal axis from one end thereof to switch running surface and change the particular running surface member from one that curves to the right to one that curves to the left, and vice versa. The running surface members are supported upon piers.

I Unlted States Patent 1151 3,6 Peterson 14 Jan. 18, 1972 [541 ROUTE-CHANGING DEVICE 845,912 3/1907 Watkins ..104/101 ESPECIALLY FOR A SUPPORTED-TYPE 2,511,027 6/1950 Wernerm. .....104/101 MONORAIL S ST 3,533,356 10/1970 Toutoundjls. .....104/ 130 3,472,176 10/1969 Trent ..104/130 [72] Inventor: Billy L. Peterson, 5305 North Sheridan Blvd. Space 119, Arvada, Colo. 80002 pn-mary Examiner Anhur L La p 22 Filed: June 23 1970 Assistant Examiner-D. W. Keen Atlomey-Cushman, Darby & Cushman [21] Ap l. No.: 49,014

[571' ABSTRACT [52] U.S.Cl ..l04/130, 104/96, 104/101 The toutedshanging system includes curved running surface Int. members connected to devices capable of ratating each 4: about the protrusion f the axis from one end 104/1 6 6/ 3 thereof to switch running surface and change the particular running surface member from one that curves to the right to [56] References Cited one that curves to the left, and vice versa. The running surface UNITED STATES PATENTS members are supported upon piers. 423,872 3/1890 Judson 104/166 6 Chins, 5 Drawing Figures PATENTEU JAM 81972 3,635,166

FEET 1 BF 3 INVENTOR 3/ r L Ravi/e50 ATTORNEYS ROUTE-CHANGING DEVICE ESPECIALLY FOR A SUPPORTED-TYPE MONORAIL SYSTEM BACKGROUND OF THE INVENTION The U.S. Pat. of Werner, U.S. Pat. No. 2,511,027 issued June 13, 1950 shows a conveyor switch (in FIG. in the form of an S-shaped track section which is pivotable through 180 to alternatively connect one track section with either of two other track sections. A bearing for the leg of the curved track section which lies on the pivot axis is shown in FIGS. 10 and 11. The device of the preferred embodiment of the invention distinguishes from the Werner device principally in the support bearings and in having a motor shown for rotating the track section between its alternative extremes and in particularly relating to heavy running surface members for "Alweg or supported-type monorail systems.

The U.S. Pat. of Nikonow, U.S. Pat. No. 1,201,080, issued Oct. 10, 1916 shows one track switch which is actuated by an electric motor.

Another switch rail which can be rotated through 180 to connect and disconnect alternative tracks is shown in the U.S. Pat. of Riblet, U.S. Pat. No. 1,373,637, which issued Apr. 5, 1921. Whereas in Werner opposite sides of the same rail are used as running surfaces in the alternative switching modes with the pivot axis passing between these surfaces, the switch rail of Riblet is shown including two rail members diametrically oppositely secured to an axle about which the switch rail rotates.

SUMMARY OF THE INVENTION The route-changing system includes curved running surface members connected to devices capable of rotating each 180 about the protrusion of the longitudinal axis from one end thereof to switch running surface and change the particular running surface member from one that curves to the right to one that curves to the left, and vice versa, The running surface members are supported upon piers.

The design of the route changing device is based on the concept of a curved beam which gives route A" when in a first position; however, a 180 turn along the longitudinal axis results in a curve in the opposite direction or route B." Thus, in one mode the arm curves to the right; a 180" counterclockwise movement results in a curve to the left and the new running surface for route B consists of the portion of the arm which was the underside of route A." The turning machine for moving the curved beam is housed in the stationary straight beam axially adjacent the curved section. This includes a main support shaft which is held in place in the stationary straight beam by combination support and thrust bearings at each end. A thicker portion of the main support shaft has a spiral slot machined in it along its entire length. This slot makes a half spiral turn around the shaft, thus providing a cam slot in which travels a post resting on a threaded cross block. A key way at the bottom of the stationary beam allows the cross block to travel thus moving the post horizontally along the length of the stationary beam. This movement causes the post to twist the shaft as it travels in the spiral slot making a 180 turn of the main shaft. Power for the threaded cross block is supplied by an electric motor with appropriate gearing and capable of driving in both directions. A ball bearing is fitted on the post to lessen friction of this major stress point; the diameter of this bearing being slightly smaller than the slot. The last few inches, e.g., 1 foot of the slot on each end, is milled straight and parallel with the longitudinal axis of the shaft. This allows the electric motor to commence or stop movement without added stress and also keeps the arm positioned correctly. The cutout switch stops the electric motor and can be activated by the movement of the cross block.

The degree of curvature, the length of the turning arm and the gauge, thickness, etc., are determined by the system using this device. However, as the weight and stress on this shaft is considerable, it is recommended the device be used in conjunction with two others; that is, three turning machines and separate motors for each. Thus, to change from route A to route B, the sequence would be:

1. Arm No. 1 turns counterclockwise, thus curving to the left.

2. Arm No. 2 turns clockwise and now rests to the right, and is now out of the way.

3. Arm No. 3 turns clockwise and now matches Arm No. 1, thus completing route B.

To meet the demands of changing routes of a supported or Alweg"-type monorail system consistent with rolling stock development and operational requirements of present--a device must:

1. be capable of moving a section or sections of track to form a new direction of travel;

2. provide alternate routes capable of travel by vehicles or trains at at least moderate speeds, i.e., 25-40 mph 3. Other than the basic routes, the device must entail a minimum of structures, working areas and working parts.

4. Such switch is preferably made of similar materials of the basic trackwork to incorporate a harmoniousappearance and 6. The device must be capable of conducting electric current from the main line through the curved beam and on to the alternate route.

7. Operation must be swift, self-aligning and capable of activationfrom a distant point without visual observation;

8. be of a design which will allow its replacement as a unit so as to reduce the time a given junction point is out of service for repairs to a minimum.

The principles of the invention will be further hereinafter discussed with reference to the drawings wherein apreferred embodiment is shown. The specifics illustrated in the drawings are intended to exemplify, rather than limit, aspects of the invention as defined in the claims.

BRIEF DESCRIPTION OF THE DRAWINGS intersection between a fixed and a movable beam showing the contact shoes for transferring power from beam to beam;

FIG. 4 is an exploded perspective view of the turning mechanism of the route changing device; and

FIG. 5 is a side elevational view of the equipment of FIG. 4 in an assembled condition.

DESCRIPTION OF THE PRESENTLY PREFERRED EMBODIMENT Passenger monorail systems are subdivided into a first type wherein the cars hang from an overhead rail and a second type wherein the cars are supported upon a rail or beam. In this latter type, the cars M straddle the rail or beam 10 which is generally made (as it is in the case of the illustrated embodiment) of prestressed concrete and may, for instance, weigh 1,000 pounds per foot of beam. Typical dimensions for such beams are 45 to 50 feet long; 2% to 3% feet wide across the running surface, and 3% to 4% feet high (not counting the pedestals 12 on which the beams may be supported).

The beams illustrated are of box construction so they resemble rectangular tubular structures.

In FIG. I there is depicted a situation wherein one stationary beam 1081 in the foreground is to be alternatively connected to two stationary beams, 1082 and 1053 in the background. The adjacent ends 14 of the stationary beams MST, 1082 and 1083 are all provided with movable beams 16 (respectively 16R1, 16R2 and'16R3), each of gentle, serpentine curvature and having one end 18 squarely adjacent the respective end 14 of a stationary beam.

A turning machine 20 (FIGS. 4 and is located in the longitudinal bore 22 of each stationary beam and has a rotatable turret 24 which extends into the longitudinal bore 26 of each respective movable beam 16 through the end 18 thereof.

It should be noted that each of the stationary and movable beams has a running surface A and that the movable beams additionally have running surfaces B which can be brought to operative, horizontal, upwardly facing condition through rotation of the respective movable beams about orthogonal extensions of the longitudinal axes of the movable beams from the ends 18 thereof.

Each turning machine includes two axially spaced main shaft bearing lower blocks 30 and corresponding upper blocks 32 assemblable to support main bearings 34 shown consisting of tubular bushings 36 with radially outwardly directed circumferential flanges 38 at both ends. The assemblies 30-38 are configured to snugly fit in the longitudinal bore of the respective stationary beam and to be fastened therein by bolts 40 which are laterally received through respective openings 42 in the stationary beams and correspondingly placed threaded sockets 44 in the vertical sides 46 of the bearing blocks 30, 32. These bearing blocks mount a main shaft 50 via its reduced diameter end portions 52. The exterior of the central cylindrical portion 54 of the shaft 50 is provided with a radially outwardly opening groove 56 which spirals exactly halfway around the shaft as it proceedstherealong and has a leading portion 58 and tail-off portion 60 which are parallel to the longitudinal axis of the shaft 50. The turret 24 is shown being an axial projection of one of the reduced diameter shaft end portions 52.

The bearing blocks 30 both have arches 62 formed centrally of their lower extents. A threaded shaft 64 is received under the main shaft 50 and projects through both arches 62 to have its ends received in bearing blocks 66, 68 mounted axially beyond but adjacent the main shaft bearing blocks 30, 32. The bearing blocks 66, 68 mount bushings 70 in which the threaded shaft unthreaded ends are rotatably received.

A nut or cross block 72 is threadably received on the shaft 64 and stops 74 are secured on the threaded shaft at axially opposite ends of the threaded central portion thereof to keep the nut 72 on the threaded part of the shaft 64.

One unthreaded end of the threaded shaft is axially extended past the respective bushing 70 and provided with a noncircular exterior shape 76 to equip it for mounting a drive gear 78 in driving relationship to the threaded shaft 64.

The cross block 72 is provided with two laterally oppositely outwardly directed projections 80 and a centrally located upwardly directed projection 82. The latter is positioned to ride in the groove 56 as a cam.

The cross block lateral projections 80 ride in two oppositely laterally inwardly directed horizontal guideway channels 84 mounted in the stationary beam longitudinal bore between the bearing blocks 30.

An electric, gear head, reversible motor 86 also mounted in the stationary beam longitudinal passageway has its output shaft gear 88 in driving engagement with the drive gear 78. As the motor shaft is rotated in a first sense the threaded shaft 64 is caused to rotate in a first sense which causes the nut or cross block 72 to move longitudinally guided by the projections 80 in the channels 84. As this occurs, the projection 82 first moves in the lead-in part of the groove 56 without affecting the angular positioning of the main shaft, then as it encounters the spiraling part of the groove 56, the main shaft is caused to rotate until it has rotated through 180 about its own longitudinal axis, then as the projection 82 encounters the straight tail-off part of the groove 56 rotation of the main shaft ceases.

(The small upward projections 90 on the cross block form the actuators for conventional motor control means, not depicted, for tenninating operation of the motor 86 when the cross block projection 82 has gotten well into either the leadin or tail-off part of the groove 56.)

it should be apparent that as the main shaft 50 is rotated through 180, the turret 24 is also rotated through 180".

It should be noticed that the turret 24 is slightly arcuate, matching the curvature of the longitudinal axis of the bore 92 of the rotatable beam 16 through whose end 18 it is received. The turret 24 is further provided with a plurality of laterally directed bolt receiving openings 94.

The rotatable beams rectangular bores 92 are shown provided with axially spaced cruciform supports 95 each having a central cylindrical opening 96 formed longitudinally through it and bolt openings 98 laterally formed through the horizontal arms. A tube 100 is received through the openings 96 and supported thereby. The tube 100 has a curvature which corresponds to that of the longitudinal axis of the beam 16 upon which it is centered. The tube 100 is provided with diametral openings corresponding in placement to the openings 98 in the supports 95, the diametral openings 94 in the turret 24 and lateral openings 102 in the rotatable beam. Accordingly, the

turret 24 is received in the tube 100 and bolts 104 are received through the openings 98, 94, 102 and those in the tube 100 to rigidly connect the turret 24 to the rotatable beam 16 so that as the turret rotates through 180 as aforementioned, the rotatable beam 16 is caused to rotate through 180 also. Such rotation switches the rotatable beam from having its running surface A presented upwardly to having its running surface B presented upwardly and vice versa. This rotation is about a horizontal axis which is normal to the end 18 of the movable beam 16.

The beams 10 and 16 are provided with electric rails running along opposite sides thereof, mounted in shallow recesses 112 on brackets 114. At junctures between fixed and movable beams, the rails were provided with bow springlike contact shoes which engage one another between adjacent ends of the beams. Because the rails and shoes are located halfway up the beams, the shoes establish contact without regard to whether the running surfaces A or B of the movable beams are presented upwardly.

With reference to FIG. 1, it will be noted that the movable beam in the foreground has its running surface A presented upwardly; the two movable beams in the background also have their running surface A presented upwardly. Accordingly, the monorail is shown running away from the viewer on the leftmost track 1082; the moveable beams l6R2 and 16Rl flipped to their B sides enables the car to run from 1052 to station area. Concurrently 10Sl and 10S3 become a through route utilizing 16R! side B and 16R3 side A. This is, of course, but one of the several switching operations which can be performed using the system depicted in FIG. 1.

The piers upon which the free ends of the movable beams 16 come to rest in their two extremes are preferably provided with a tough rubber pad 122.

Most of the turning machines is preferably made of steel as are the tubes 100.

As is apparent, the movable beams and support piers are so located that when two movable beams have their free ends aligned, both are supported upon the same pier. Three movable beams, rather than one movable beam, are shown in FIG. 1 in order to reduce the weight of the cantilevered elements and to permit greater versatility in switching (e.g., to let the monorail cars be shunted to a side track, for instance, a sta tion, as shown at the left in FIG. 1). Other arrangements are possible without departing from the principles of the invention.

The electric motors for bringing about rotation of the movable beams 16 may be arranged so as to be operable from the monorail trains themselves, and/or from central or dispersed control stations using conventional motor control devices.

Of course, the beams 10 and 16 may be curved in other than horizontal planes and the movable beams need not possess serpentine curvature, e.g., they may be parabolically curved without departing from the principles of the invention.

It should now be apparent that the route changing device especially for supported-type monorail system as described hereinabove possesses each of the attributes set forth in the specification under the heading Summary of the invention" hereinbefore. Because of the route-changing device especially for supported-type monorail system of the invention can be modified to some extent without departing from the principles of the invention as they have been outlined and explained in this specification, the present invention should be understood as encompassing all such modifications as are within the spirit and scope of the following claims.

What is claimed is:

1. A route-changing device for a supported-type monorail comprising:

two axially spaced, nonaligned sections of monorail support beam each having an upwardly facing, generally horizontal running surface and a generally vertical end;

a movable, curved monorail support beam having two laterally oppositely facing running surfaces and two generally vertical opposite ends;

a turning machine mounted within one of the two first-mentioned sections of monorail support beams near said end thereof and having a turret portion thereof projecting into the movable, curved monorail support beam through one of said ends thereof;

said turning machine including powered means for rotating said turret through 180 about an axis normal to the said one end of the movable curved, monorail support beam to switch said movable, curved monorail support beam between a first orientation wherein one of the two running surfaces thereof is presented upwardly and this beam connects the two first mentioned axially spaced, nonaligned sections of monorail support beam, and a second orientation wherein the other of the two running surfaces of the movable, curved monorail support beam is presented upwardly and, whereas one of the movable, curved monorail support beam remains aligned with said end of one of the two, first-mentioned axially spaced, nonaligned sections of monorail support beam, the other end of the movable, curved monorail support beam is displaced from alignment with said end of the other one of the two, first-mentioned axially spaced, nonaligned sections of monorail support beam.

2. The route-changing device of claim ll wherein the monorail support beams are constructed of tubular prestressed concrete of rectangular transverse cross-sectional shape.

3. The route-changing device of claim ll wherein the turning machine comprises a main shaft journaled for rotation about its own longitudinal axis, said turret being an axial extension of one end of said main shaft; means defining a radially outwardly opening groove proceeding longitudinally on said main shaft while spiralling 180 thereabout; a threaded shaft journaled for rotation about its own longitudinal axis parallel to and extensive with said main shaft; a captive nut threadably received on said threaded shaft; a longitudinal guide channel; means defining a first projection on said captive nut engaged in said channel for preventing rotation of said captive nut; means defining a second projection on said captive nut engaged in said groove on said main shaft; and said powered means comprising an electric motor connected to said threaded shaft. For rotating said threaded shaft about its own longitudinal axis whereby said nut is caused to travel longitudinally, nonrotatively along said shaft with the second projection thereon riding in the groove on said main shaft thus causing said main shaft and said turret to rotate;

and means securing said turret to said movable, curved monorail support beam for rotation therewith.

4. The route-changing device of claim 3 further including an axially short, longitudinally extending, nonspiralling lead-in and an axially short, longitudinally extending, nonspiralling tail-off at opposite ends of said groove on said main shaft for easing strain on said motor during startup from both extremes of rotation of said movable, curved monorail support beam.

5. The route-changing device of claim 1 wherein said two axially spaced nonaligned sections of monorail support beam are supported upon a plurality of piers including one pier upon which the other of said ends of said movable, curved monorail support beam is supported when in said first orientation thereof; and an additional pier displaced from alignment with said two first-mentioned axially spaced, nonaligned sections of monorail support beam and positioned. to underly and support the other of said ends of said movable, curved monorail support beam when said movable, curved monorail support beam is in the second orientation thereof.

6. The route-changing device of claim ll further including electrical service for propelling a vehicle upon the support beams, said service comprising:

an electrical rail mounted on and running longitudinally along at least one side of each of said axially spaced, nonaligned sections of monorail support beam, the electrical rails being generally coterminous with said axially spaced, nonaligned monorail support beam generally vertical ends; two electrical rails, one mounted on each side of said moveable, curved monorail support beam midway between the running surfaces thereof, these two electrical rails being generally coterminous with the moveable, curved monorail support beam; resilient electrical contact shoe means on each end of said moveable, curved monorail support beam, said shoe means being electrically connected to the electrical rails on said moveable, curved monorail support beam;

resilient electrical contact shoe means on each said generally vertical end on the two axially spaced, nonaligned sections of monorail support beam, said shoe means being electrically connected to the electrical rails on respective of said two axially spaced, nonaligned sections of monorail support beam,

the electrical rails and contact shoes being so positioned that continuous rail to shoe means, to shoe means, to rail connection is maintained at each end of the moveable, curved monorail support beam regardless of which running surface thereof is aligned with the running surface of either of said two axially spaced, nonaligned sections of monorail support beam. 

1. A route-changing device for a supported-type monorail comprising: two axially spaced, nonaligned sections of monorail support beam each having an upwardly facing, generally horizontal running surface and a generally vertical end; a movable, curved monorail support beam having two laterally oppositely facing running surfaces and two generally vertical opposite ends; a turning machine mounted within one of the two first-mentioned sections of monorail support beams near said end thereof and having a turret portion thereof projecting into the movable, curved monorail support beam through one of said ends thereof; said turning machine including powered means for rotating said turret through 180* about an axis normal to the said one end of the movable curved, monorail support beam to switch said movable, curved monorail support beam between a first orientation wherein one of the two running surfaces thereof is presented upwardly and this beam connects the two first mentioned axially spaced, nonaligned sections of monorail support beam, and a second orientation wherein the other of the two running surfaces of the movable, curved monorail support beam is presented upwardly and, whereas one of the movable, curved monorail support beam remains aligned with said end of one of the two, first-mentioned axially spaced, nonaligned sections of monorail support beam, the other end of the movable, curved monorail support beam is displaced from alignment with said end of the other one of the two, firstmentioned axially spaced, nonaligned sections of monorail support beam.
 2. The route-changing device of claim 1 wherein the monorail support beams are constructed of tubular prestressed concrete of rectangular transverse cross-sectional shape.
 3. The route-changing device of claim 1 wherein the turning machine comprises a main shaft journaled for rotation abouT its own longitudinal axis, said turret being an axial extension of one end of said main shaft; means defining a radially outwardly opening groove proceeding longitudinally on said main shaft while spiralling 180* thereabout; a threaded shaft journaled for rotation about its own longitudinal axis parallel to and extensive with said main shaft; a captive nut threadably received on said threaded shaft; a longitudinal guide channel; means defining a first projection on said captive nut engaged in said channel for preventing rotation of said captive nut; means defining a second projection on said captive nut engaged in said groove on said main shaft; and said powered means comprising an electric motor connected to said threaded shaft. For rotating said threaded shaft about its own longitudinal axis whereby said nut is caused to travel longitudinally, nonrotatively along said shaft with the second projection thereon riding in the groove on said main shaft thus causing said main shaft and said turret to rotate; and means securing said turret to said movable, curved monorail support beam for rotation therewith.
 4. The route-changing device of claim 3 further including an axially short, longitudinally extending, nonspiralling lead-in and an axially short, longitudinally extending, nonspiralling tail-off at opposite ends of said groove on said main shaft for easing strain on said motor during startup from both extremes of rotation of said movable, curved monorail support beam.
 5. The route-changing device of claim 1 wherein said two axially spaced nonaligned sections of monorail support beam are supported upon a plurality of piers including one pier upon which the other of said ends of said movable, curved monorail support beam is supported when in said first orientation thereof; and an additional pier displaced from alignment with said two first-mentioned axially spaced, nonaligned sections of monorail support beam and positioned to underly and support the other of said ends of said movable, curved monorail support beam when said movable, curved monorail support beam is in the second orientation thereof.
 6. The route-changing device of claim 1 further including electrical service for propelling a vehicle upon the support beams, said service comprising: an electrical rail mounted on and running longitudinally along at least one side of each of said axially spaced, nonaligned sections of monorail support beam, the electrical rails being generally coterminous with said axially spaced, nonaligned monorail support beam generally vertical ends; two electrical rails, one mounted on each side of said moveable, curved monorail support beam midway between the running surfaces thereof, these two electrical rails being generally coterminous with the moveable, curved monorail support beam; resilient electrical contact shoe means on each end of said moveable, curved monorail support beam, said shoe means being electrically connected to the electrical rails on said moveable, curved monorail support beam; resilient electrical contact shoe means on each said generally vertical end on the two axially spaced, nonaligned sections of monorail support beam, said shoe means being electrically connected to the electrical rails on respective of said two axially spaced, nonaligned sections of monorail support beam, the electrical rails and contact shoes being so positioned that continuous rail to shoe means, to shoe means, to rail connection is maintained at each end of the moveable, curved monorail support beam regardless of which running surface thereof is aligned with the running surface of either of said two axially spaced, nonaligned sections of monorail support beam. 